Automatic train-stop means



W. J. WIRT.

AUTOMATIC TRAIN STOP MEANS.

I 1,406,797.- Patented Fe b'.14, 1922.

S W W W f F1 1 L1 L] L] L] wnwzssa INVENTOR W. J. WIRT.

AUTOMATIC TRAIN STOP MEANS.

APPLICATION FILED JULY 9,1921.

1,406,797. Patented Feb.14, 1922.

2 SHEETSSHEET 2- INVENTOR WITNESSzM nearer) sra'rss PATENT orr cs.

WILLIAM J. 'WIRT, or BRECKENRIDGE, MINNESOTA;

AUTOMATIC 'rnAIn-sror. MEANS.

To all whom it may concern:

Be 1t known that L-WVILLIAM J. 'VVIRT,

a citizen of the United States, residing at- Breckenridge, in the county olWVilkin and State of Minnesota, have invented new and useful Improvements in Automatic Train Stop Means, of which the following is a specification. I

The object of my present invention is the provision of simple, reliable and otherwise ad .*antageous means for automatically applying the fluid pressure brakes, of a train and stopping-the train with a view to precluding the same running by a block signal in darkness or log.

To the attainment of the foregoing, the

invention consists in the improvement as hereinafter described and definitely claimed. In the accompai'iying drawings, forming part or. this specification Figure 1 is a plan View showing the track portion of my improvement. V

Figure 2 is a longitudinal vertical sec tion on an enlarged scale taken in the plane indicated by the line, 2-2 or Figure 1.

Figure 2 is a detail side elevation showing the relative arrangement of the locomotive equipment and the tappet shoe for actuating the locomotive equipment.

Fig. 2" isa cross sectional the line 2"'ot Fig. 2.

' Figure 8 is a side elevation of the locomotive equipi'nent comprised. in my improve ment.

Figure 4: is an end elevation of said equipment.

Figure 5 is a longitudinal tion of the equipment.

Figure is a cross section of the same. Figure 7 is an inverted plan view of the locomotive equipment. I

Figure 8 is a top plan view of the same.

Similar numerals of'referenc'e designate corresponding parts in all of the views of the drawings.

In accordance with my invention I arrange midway between the rails l of a railway a casing 2 in which is longitudinally disposed a vertically movable tappet shoe 3, the end portions of which are inclined, as indicated by 4. Normally the upper surface of the tappet shoe 3 rests about four inches above the upper surfaces of the rails 1, and the shoe 3 is yieldingly maintained in the said normal position by springs 5, arranged in the casing 2 and under the vertical secview taken on Specification of Letters Patent. Patente (l Feb; 14, 1922. Application filed .Tu1y 9, 1921. Serial No. 483,589.

tappet shoe 3 as clearly shown in Figure 2.

in virtue of this yielding support of the tappet shoe 3 snow and ice are efl'ectively prevented from holding the shoe 3 down, and from preventing downward movement of the shoe when the same is unlocked. In

this latter connection I would havecit understood that when a signal is set against;

ranged above the casing body 6. Movable vertically and rectilinearly in the plate 7, and easing body 6 and held at 9 against turning about its axisis a plunger 10 on the upper end of which is an upwardly extending rod 11. The said plunger 10 is strongly though yieldingly held against upward movement by springs 12 housed in the casing body 6, and its lower end is rounded as indicated by 13 so as to enable it to better pass through snow and ice and to better engage or be engaged by the tappet shoe 3. The said lower end of. the plunger 10 is preferably arranged so as to clear the tops of the rails about two or three inches when the plunger is in its normal position. Manitestly when the plungerlO engages and slides upwardly on one end of i the shoe 3, the plunger will be moved up wardly provided the shoe 3 is locked against downward 'movement under the condition before indicated. If, however, the shoe 3 is unlocked, the springs 12 above the plunger 10 are sufficiently strong to enable the said plunger 10 to depress the shoe 3 so that no operation of the brakes on the train will ensue.

In accordance with my invention a trigger valve 20 is arranged in the subcasing 8 in position to be opened by upward movement of the plunger portion 11, Figure 5, and an air, pipe 21 leads from an engineers valve (not shown) to the said trigger valve 21. In this connection it will be understood that my locomotive equipment is disposed between the engineers valve and the train pipe brakes through the medium of my improvement, the engineer can proceed under the locomotive and close the trigger valve 20.

The port for vending air from the train pipe to the atmosphere is indicated by 23 in Figures 3 and 5. In virtue of the relative arrangement ofthe elements as shownin Figure 5 the trigger valve 20 is thrown into open position by upward movement of the plunger portion 11, and the trigger valve 20 remains in the said open position notwithstanding subsequent downward movement of the plunger 10. It will also be understood that it is desirable toarrangethc locomotive equipment in the longitudinal center of the locomotive so that said equipment willcooperate with thetappet shoe 3 irrespective of the direction in which the train is moving.

In the practical operation of my invention it will be understood that when a signal is set against an approaching train, the tap pet shoe 3 will be locked in its upper position, and therefore when theplunger 10 of the train encounters the said shoe 3 the shoe will operate vto positively move the plunger 10 upwardly whereupon the plunger portion 11 will open the trigger valve 20. The trigger valve 20 will remain open notwithstanding the movement of the plunger 10 ofif the shoe 3, and consequently the train will be brought to a gradual stop. After thestopping of the train as before indicated it is incumbent on the engineer to descend and gain access tothetrigger valve 20 and close the same whereupon the brake will be adapted to operate ,under the control of the engineer in the ordinary Well known manner.

Notwithstanding my improvement may bedepended upon to automatically stop a train in the manner described, it will be observed that. the improvement is simple "and inexpensive and is adapted to be installed in railways and locomotives such as at present in use at small expense.

Iha've entered into a detailed description of the construction and relative arrangement of parts embraced in the presentand preferred embodiment otmy invention in order to impart a full, clear and exact understanding of the said embodiment. I do not desire, however, to be understood as confining myself to the said specific construction and relative arrangement of parts inasmuch as, in the future practice of the invention various changes and modifications may be made such as fall within the scope of my invention as defined in my appended claim.

Having described my invention, what I claim and desire to secure by Letters Patent, 1s:-

In automatic train stop means, the combination or": a casing adaptedto be carried by a locomotive or car, a sub-casing arranged'above the first-named casing, a trigger valve arranged in the sub-casing and adapted when opened to exhaust air under pressure from a train pipefto the atmosphere, a rectilinearly V movable plunger guided and held against turning about its axis in the first-named; casing and having an upwardly extending portion adapted on upward movement of the plunger to open the triggervalve, and strongspring means relatively arranged to yieldingly hold the plunger against upward movement.

. In testimony whereof I aflix my signature.

WILLIAM J. WVIRT. 

